Brake-rigging.



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no. soar/ee Specification of Letters Patent.

Patented Oct. 24, 1905.

Original application filed February 4,1905, Serial No. 244,101. Divided and this application filed June 6, 1905. Serial No. 263,971`

Be it known that I, WILLIAM F. KInsEL, Jr., a citizen of the United States, residing at Altoona, in the county oi' Blair and State of Pennsylvania, have invented a new and Improved Brake-Rigging, oil which the following is a specilieation.

This invention relates to improvements in brake-riggings for railway-car trucks, and

more particularly to a brake-rigging adapted for use in connection with the six-wheel cartruck described in my application for Letters Patent of the United States,Serial No. 244,101, filed February 4, 1905, oi' which this application is a division.

The objects of my invention are to provide a simplified arrangement of the brake-rigging, comprising independent triple brakes for each side of the truck, to apply the braking force to the brake-beams near their outer ends or, in other words, adjacent to the brake-heads, and to operate the two independent riggings through the medium of an equalizer-bar coupled to the brake system. 1 attain these objects by arranging and assembling the several parts of the brake-rigging and applying them to my improved truck in the manner illustrated in the accompanying drawings, in which-w Figure 1 represents a side elevation of the brake-rigging, with the truck shown sectioned on a longitudinal line falling just inside oi' one of the wheel-pieces; Fig. 2, a plan view of the complete brake-rigging detached from the truck, and Fig. 3 a halt` end view ot' the rigging with the truck-bolster shown in section on the line a? a' in Fig. l.

`Like numerals indicate like parts in the several views.

The truck-bolster is made up ot' a pair oi' transverse spring-beams 4, with a pair of longitudinal plate-girders 3 spanning' the space between beams, said longitudinal girders loeing spaced apart and located inside of the wheel-pieces, one oi' which wheel-pieces is shown at 15. At the center transverse girders are hung from the longitudinal girders at each side of the center axle, and supported upon these transverse girders is a center plate 1. (See Fig. 3.) The main levers and hangers igor each independent brake-rigging are hung at the outside of each of the longitudinal girders 3 from suitable pivot-plates riveted thereto.

The main levers 57 of the independent brake-riggings are coupled by the links 66 to wheel-pieces at each end of the truck, andv from one of the intermediate cross-braces 18 by means oi' inverted-U-shape shackles 50, which are hung from castings 51, riveted to the cross-braces, the shackles being coupled at their lower ends to the brake-heads 52. The brake-heads are oi' skeleton form, with arms passing over and under the web ol the brake-beams, said arms being provided with oppositely-disposed `lianges, which are riveted together with the web oi' the brake-beam between. rl`he tension-rods 54, 60, and 64 are coupled to the brake-beams by means of ful- Crum-pieces 53, which are also of skeleton form, with arms passing over and under the flanges oi' the brake-beams, said arms being providedwith flanges to engage each side oi the web of the beams, so that these parts can be slipped over and Linder the beams and the iianges sprung together and riveted in place in the same manner as the brake-heads. These tension-rod fulcrum-Iiiieces are located close to the brake-heads at each side, thereby transmitting the braking force directly to said heads and avoiding excessive bending strains upon the brake-beams such as exist where the brake-rigging is attached to the brakebeams at or near the center.

The hanger-supports 51 for the shackles 50, as will be seen from an inspection of Fig. 1, are provided with vertical flanges, by which they are attached to the cross-braces 17 and 18, and with two outwardly-projecting horizontal flanges, between which the horizontal portions of the shackles are inserted, the shackles being held in the hanger-supports by blocks placed between the open ends of the horizontal flanges and held therein by bolts passing through the flanges and blocks.

The tension-rods on each side of the truck are coupled to levers 55, which in turn are coupled to links 56, which pass from the lower extremity of the main levers 57 to the lower IOO IIO

ends of hangers 58, the upper ends oi' said hangers being coupled to pins which pass,

through triangular pivot-plates 59, riveted to the outer side of the horizontal girders 3. The main levers 57 are pivoted upon pins projecting from plates 69, riveted to the outer sides of the horizontal girders. From the levers 55 the tension-rods 60 pass to the short levers 6l, which are coupled at the lower ends to the fulcrum pieces 53, attached to the central brake-beam, and at the upper ends to the tension-rods 64, which run to the brake-beam at the other end of the truck. These tensionrods 64 are extended past the levers 61 at 62 and coupled to the ends of the hangers 63, said hangers being hung at the sides of the horizontal girders from pivot-plates 59, riveted thereto in the same manner as described in connection with the hangers 58. In order to properly adjust the brake-beams so as to bring' the brake-shoes into engagement simultaneously with all the wheels, the tension-rods 64 are divided and the two sections united by turnbuckles 65.

In the operation of setting' brakes a pull to the left on the equalizer-bar will throw the main levers 57 from rig'ht to left, causing' the levers 55 to draw the tension1ods 54 and 60 toward one another, and thereby setting' the brakes against the end wheels at the right and the center wheels. At the same time the pull on the tension-rods 60, acting' through the levers 6l, will draw the tension-rods 64 to the rig'ht and will set the brakes against the lefthand wheels. The setting' of the brake-shoes against the six wheels of the truck will be practically simultaneous, and all the shoes will be brought to bear against the wheels with equal pressure owing' to the eq'ualizing action oi' the bar 67 and the swinging levers 55 and 6l.

Having thus described my improved brakerig'g'ing and without coniining myself to the precise details of construction and manner of assembling the parts as herein illustrated, what I claim as my invention, and desire to secure by Letters Patent, is-

l. In a car-truck, the combination, with the brake-beams, of independent brake-rig'gings on each side of the truck, an equalizer-bar passing over the center plate, or pivot-point of the truck and coupled to the main levers of both rigg'ing's, and a connection between said equalizer and the brake-operating system.

2. In a car-truck, the combination, with the brake-beams, of independent brake-rig'g'ing's on each side of the truck, each rigging comprising' a main lever, a second lever suspended from a link passing from the main lever to a swinging' support, a tension-rod coupling' the free end of the second lever to one ot' the brake-beams, a third lever, a tension-rod cou pled at one end to the second lever between its ends and at the other end to said third lever between its ends, a coupling between one end of said third lever and an intermediate brake-beam, a swinging support for the other end of said third lever, and a tension-rod coupling' said end of the third lever to a third brake-beam, an equalizer-bar coupled to the main levers of each rigging, and a connection between said bar and the brake-operating' system.

Inacartruck,the combination ofatruckframe, a bolster having longitudinal girders between the spring-beams, brake-beams hung from the truck-trame, independent brake-rigg'ing's coupled to the brake-beams on each side of the truck, said rig'gings being' suspended from the bolster-girders` main operating-levers for each rigging mounted at the sides of said girders, an equalizer-bar passing over the g'irders and coupled at the ends to said levers, and a connection between the equalizer and the brake-operating' system.

4. In a car-truck, the combination ot' a truckframe, a bolster having longitudinal girders between the spring-beams, brake-beams hung' from the truck-frame, independent brake-rig'- gings coupled to the brake-beams on each side of the truck, each rigging comprising a main lever mounted at the side of one of the long'itudinal girders, a second lever suspended from a link coupled between the lower end of the main lever and a hanger suspended from the girder, a tension-rod coupling' the lower end of the second lever to one of the end brakebeams, a third lever, a tension-rod coupled at one end to said second lever between its ends and at the other end to said third lever between its ends, an intermediate brake-beam coupled to the lower end of the third lever, a hang'er suspended from the girders and coupled to the upper end of the third lever, and a tension-rod coupling' said end of the third lever to the third brake-beam, an equalizerbar passing' across above the longitudinal girders, tension-rods coupling the ends of said bar to the main levers of the independent brakeriggings, and a connection between said bar and the brake-operating system.

5. In a car-truck, the combination, with brake-beams consisting' of -bars having' the web in horizontal position, of a brake-rigging, the tension-rods of which are coupled to the brake-beams by fulcrum-pieces, said fulcrumpieces being attached to the beams by flanged arms adapted to embrace both sides ofthe web.

In testimony whereof I have ailixed my sig'- nature in presence of two witnesses.

I/VILLIAM F. KIESEL, JR.

IVitnesses:

FRANcIs N. Panis, Gr. E. KNEPPER. 

